Car-wheel construction.



N. A. NEWDICK. OIIII- WHEEL CONSTRUCTION.A

APPLICATION FILED 001.24, I9I4.

'rammed Feb. 13,1917'.

' 45 lar flange 16.

i UNITED STATES PATENT i NORTON NEWDICK, F COLUMBUS, OHIO, ASSIGNOR TOTHE BONNET-FLO@ COMPANY, OF COLUMBUS, OHIO, A CORPORATION OF OHIO.

CAR-WHEEL CONSTRUCTION.

Specification of Letters Patent.

Patented Feb. 13,

Application filed October 24, 1914. Serial N o. 868,476.

To all lwhom t may concern:

Be it known that I, NORTON ANDERSON NEWDICK, a citizen of the UnitedStates, residing at Columbus, in the county of Franklin and State ofOhio, have invented `certainl new and useful Improvements in Car- WheelConstruction, 0f which the following is a specication, reference beinghad therein to the accompanying drawing.:

This invention relates to improvementsin the mounting and holdingdevices for mine car wheels.

In the drawings Figure '1 is a view, partly sectional, and partly inelevation, taken transversely of a car, and longitudinally of an axle,in the central vertical plane of the wheels, showing my improvements.

Fig. 2 is a vertical section taken on the plane of the line 2 2 in Fig.l. v

2o Fig. 3 is a vertical section taken on the plane of the line 3-3 inFig. l.

Referring to the drawings, A represents the car body of any preferredconstruction. 1 indicates one of the axles suPPQrted..in

bearings 2 and provided with rigid collars 11. y

The wheel has the outer portion 3 formed with the tread 13 and theflange 14.- At the center it has an elongated hub 4 the outer end ofwhich is closed by part la integral with the cylindrical part, therebeingsan axial chamber at 4b and a shoulder 4( The outermost wallportion 4d has an aperture 5 at the axis. The inner end portion of thehub is formed with a radially projecting flange 12. Within the hub thereare two sets of bearing rollers 8 and 8a provided with cage rings 9, andall fitted within the bushing sleeve 7 which in turn is fitted within 4o`the hub.

` The box is cast with an outwardly projecting cup-like extension 15,18, the upper part of which is still farther extended,-A

radially outward to form a part of a circu- 24 is a fastener having anupper arc-shaped part 24a and legs 24b together with an integral part24:c and a narrow flange 24d. This fastener is adapted to have the outerwider part 24 t against the outer surface of the flange l'and have thenarrower part 24.1:d it against its inner surface/,.f-,The fastener issecured in place by pins aft 25.

j The outer end of the axle abuts against an anti-friction bearingconsisting of balls socket in the plate onring,

vquiring fitting it. It is.loose in the boxes and will Se `the extremeend part of free to accommodate itself, longitudinally as 100 Y 19 andbearing plates 2O and 21. The latter are vertically arranged with theballs between them. The plate 20 bears against i the end wall 4d of thehub. The inner ring 2'1 is between the end of the axle and the e0 balls.This plate 21 is held in position by the rivet 6 which has a flared orupset head 23 seated in a correspondingly shaped The shoulder 4: is inthe longitudinal" lines f the roller bearings.

One of the principal purposes of this construction is to provide adesign which will permit the builder to. utilize standard ma terials,such as rolled or drawn shafting, roller bearings, bearing balls, andthe like, and, at the same time have a car structure whose cost will bereduced to the minimum and to which will be incident superior qualitiesas concerns strength, durability, strength of parts, transmission ofpressure and strains, and the like.

The axle is made of round shaftingirepractically no machine work 'forrotate or remain stationary according to circumstances.

When the car is moving rapidly, and, because of a-sharp curve in thetrack, turns (for example to the right), the left hand box 8e pressesagainst the left hand collar l1 and transmits pressure to theanti-friction devices 19, 20', 21, at the opposite end of the axle, thisbeing resisted by the bearing of the flange 14 against the rail. QQ

The anti-fricti0n devices just specilied are unitary with the wheel sothat they can be detached fromthis axle without displacing any of theirparts.

The arranging of the shoulderl at 4 in the 95 way shown in relation tothe roller bearings insures that the latter shall not passbeyond apredetermined limit in relation to the axle, the latter' being demanded,the roller bearings at 8 and 8f remaining virtually fixed relatively tothe axle. f

The inner part 17 of the hub is prolonged l as far as possible so thatit can resist the torlo sional pressure and strain from the tread andange 14, this pressure being excessive at frequent intervals. Tt will'be understood that the devices herein vare designed more u particularlyfor the use .of cars running on 1i@ tends' to rapidly out and Wear thecoi acting surfaces. heretofore it has been cnssomary,

in structures of this cass, to employ rollers which extend the Wholelength of the hub chamber. i'lhe pressure at the inner end of the hub,constantly experienced by these minear Wheels, and the consequent rapidWear of the roller parts, soon reduce the inner ends ci the rollers andthen they must be replaced with others.

In my construction, as Will be seen, provide two independent sets ofcylindrical rollers, those o the first set being in the outer end of thehub and those of the other fitted Within the inner end. `When torsionalstrains are experienced by the wheels, tending to impart more pressureat the inner end of the hub than at the outer, the inner rollers can actindependently of the outer ones, ro-

tating faster or sloxver as conditions demand. The more rapidly Workingparts are independent o the others, and in case o1 wear it is notnecessary to remove an entire system of rollers and to substituteanother, it being merely necessary to remove those which have been vvornand replace them with another set.

l am aware that rnine car viz-reels have been loosely mounted on axleswhich in turn were mounted with more or less looseness in their boxes,so that there was a relative end play of the axles in the' Wheels Whilethe latter were lixed by the track, and that provision Was made forhaving the ends of the axles bear directly againstthe outer end parts ofthe hub. But in the earlier coni strnctions referred to the rotarysurfaces at the ends ci the axles "were arranged to bear against partswhich did not have rotation relatively to both the axles and thewh-eels. ln some cases th ends of the axles were reduced to points,approxiniately,y and disposed so tol bear against correspondingpoint-like parts on the wheels; inv others thJ abutting parts on theVWheel hubs were' each of an area approximately equal'to the area of theend surface o the axle. ln the present construction the anti-frictionelement is rotary as to both the axle and the hob, and is so disposed inthe hub that the two, tcgether, constitute a `unitary device,perinitting separation, as above remarked, Without detaching the smallerparts.

rlhe parts 19, 20 and 2l constituting the antifricticn device at the endof 'the axle, as will be seen, are allowed slight looseness -of one partrelatively tothe others to con'espond with the looseness incident to theother parts in Wheel moine-ting and holding mechanism;

As described,

there ir, more or less of radial play of .f5

r nd of the hub, and also seine i of me hub on axial lines. To allon forthese the anti-friction devices 'at la, at the l of 'the axle shouldhave the parts so constructed and arranged that vvhilc they will alwaysbe ready to properly resit 'the thrust at te end of 'the axle to obviatefriction and wear, they should accomplish this without interfering withthe various movements of inner end of the Wheel hub. T here is,therefore, permitted a more or less looseness of fitting of the innerend oi the hub both ,in respect to the axial lines 4and in respect tolines transverse to the axis. The anti-friction bearing at the end ot'the axle, consequently, should have these parts so constructed andarranged that while they shall. 1Grays be ready to properly resist thethrust of the axle in such way as to obviate friction and Wear,

they should accomplish this Without intertering with the various actionsof the Wheel hub at the inner end.

lWhat l claim is:

l. The combination. of the body, the bearing, a wheel having a hub,means engaging with the hub to limit its moving axially and to permitits rotating, 'the axle passing loosely, axially, through the bearingand having its end extended into the Wheel hub, and the anti-frictionbearing device between the end surface of the axle and the Wheel hub andadapted to rotate relatively to both and held permanently in position inthe Wheel hub independently of the axle.

2. The combination of the body, the bearn ing, the Wheel having a hubwith an axial chamber, the axle slidable axially relatively to thebearing and to the Wheel, means for holding the wheel axially relativelyto the bearing and permitting it to rotate, the anti-friction devicebetween the surface of the end of the axle and the endot the hub andadapted to rotate relatively to both, and means eng-(ging with' the hub'for holdingl the anti-friction device 'perinaneiftly in po sition inthe hub.

3. The combination ot ing, the AWheel hai" chamber, the i bearin7 'andin posed between the :Jody to limit the incre Ant oi' the axle, theaxially arranged rollers between the axle and the hub, and theanti-friction device be 'the end olf the axle and the end. o the hn?)and adapt-ed to rotate relatively to botha The combination of thebearing, the. wheel, having` the huh with an axle chamroller chamberaround-the and a chamber .rer the anti-friction de t t' e end the axle,ineens indepeib dent i the axle for limiting the moven ments or theWheel, means iudepe Larme@ In testimonyv whereof, I aflix my signature,in presence of two Witnesses.

NORTON A. NEWDIGK.

Witnesses;

HARRY S. Rfiuwsomr7 J. A. THOR?

